Railway-crossing.



T. M. HUGHS. RAILWAY CROSSING.

APPLICATION FILED MAYZI, 1913.

Patented Sept. 23, 1913.

nventor Witnesses Atto i'nevs imavea THOMAS MASON HUGHS, on son Josn,oahironmu. n -wnmonossnvs.

specification of Letters Patent.

Patented s aas, 1913.

Application M lagdl, 11913. Serial No. 789,088.

To all whom c'tmcy concerns Be it known that I, THOMAS Mason Moons, acitizen otthe United States, residing at San dose, in the county ofSanta Clara and State of California, have invented a. new

and useful 'Railway-Crossing, of which the following is a specification.

The present lnventioneppertains to railway erossin and aims primarily topro- Vide a noise ess crossing. I

It is the object of t a present invention to provide a noiselessrailway-crossing of the most simple, durable and inexpensiveconstruction possible, and which shall be eflicient in its use.

With the foregoing general object outlined and with other objects inview, which will be apparent as the description proceeds, the presentinvention resides in the combination and arrangement of parts and in thedetails of construction hereinafter described and claimed it beinunderstood that changes in the precise em odiment of the invention canbe made within the scope of what is claimed, without departing from thespirit the invention.

The invention has been illustrated in its referred embodiment in theaccompanying rowing, wherein Figure 1 is a plan view of the improvedcrossing, portions being broken away. Fig. 2 is a sectional view of thecrossing, taken on the line 2--2'0f Fi 1. Fig. 3 is an enlarged crosssection 0 one of the ra1ls of the crossing showing flanged wheel 1nraised position.

Referring specificall to the'drawing, the numerals 1 designate t e railsof one track while the numerals 2 designate the rails of the other trackcrossing the aforesaid track. Each of the rails is provided with arelatively thick web and is further provided with an u standing guideflange 3 spaced inwardly rom the tread and providing a flan e groove 4adapted to receive the flan es of t e car wheels. The grooves 4 beyondhe crossing points have a depth equal to the width of the flanges of thecar wheels, the grooves, however, being somewhat wider than the flangesof the car wheels. In practice, the ordinar depth of the grooves 4 W111be about one inc that is beyond the points of intersection of the rails.

In carrying out the resent invention, the grooves 4 are made s allowerbetween the rails of the respective tracks, the shallow portions 4'extending beyond the rails of the respective t-racks for a distance inpractice, of approximately one foot to the points .5. From the points 5to the points 6, the grooves 4 are-Inclined, the distance between therespect ve points Sand 6 being, inipractice apw proximately three feet,no that the 'riseyis gradual, the rise heingapproximately um. elghths-ofan inch [in raotioe.

The tails are com etc in themselves, the present invention eliminatingall encumber mg parts. The rails I of 'the respective-or main track,extending unbrokenly from one side to the other of theiorossinq.Whllfiwiihfl rails Q-are formed in sect-ions, the ends of the sectionsbeing coped or matched to the sides of the rails 1, and the treads andguard flanges 3 of the rails 1 being provided with the transverse coves4: re istering with the grooves of t e rails 2. T sends of the sectionsof the rails 2 are fastened securely or rigidly to the rails 1, angleplate 7 being.

bolted, riveted or otherwise secured to the webs of the respectiverails. The respective rails are mounted on any suitable base, the

usual ties being preferable, with the base flanges of the rails spikedto the ties.

The car wheels in approaching the crossing will cause the flanges of thecar wheels to gradually ride u on the respective inclined portions of te grooves 4 between the points 5 and 6, and the wheel flanges in gentlyriding upward on the inclined portions, will raise the treads of thewheels above the balls or treads of the rails, the wheels passing overthe crossin in raised condition. As the wheels leave t e crossing, theflanges will ride gently down the respective inclined portions of thegrooves to again bring the wheel treads gradually upon the trends of therails. As a result of the relatively long inclined portions of thegrooves, and the raised portions between the rails of the respectivetracks extending beyond the respective rails, the wheels may passreadily and noiselessly over the crossmg, and without danger of jumpingthe track or causing any other dama e. The wheels may also pass rapidlyover t e crossing, so that a slacking of the speed is not necessary, itbeing possible in practice, for the train to pass over the crossingwhile going at a considerable rate of speedor velocity.

Attention is directed to the fact that the crossing merely embodies thefour rails, andthe angle plates for attaching the rails together, sothat no additional parts are necessary, which would be liable toencumber or burden the crossing. It will thus be manifest that theobjects aimed at have been carried out satisfactorily, and that the,present crossing is a most eflicient and desirable one.

What is claimed as new is I 1. In a railway crossing embodying two pairsof rails crossing each other, each .-rail having a relatively thick weband an upstanding guard flange spaced inwardly from its tread to providea groove, the grooves being relatively deep considerably beyond therespective rails and being relatively shallow between and slightlybeyond the respective rails, the grooves having relatively long gradualinclined portionsbetween the shallow and deep portions.

2. In a railway crossing, two pairs of "novaveo ing a flange groove,thegrooves being relatively shallow between and slightly beyond therespective rails and then having relatively long and gradual inclinedportions, the rails of the first mentioned pair having lateral groovesregistering with the grooves of the other rails.

In testimony that'I claim the foregoing as my own, I have hereto affixedmy signa-.

ture in the presence of two witnesses.

THOMAS MASON HUGHS. Witnesses:

W. A. STEELE,

M. W. Neon

